Broken railway wheel flange detectors



Feb. 13, 1962 c. w. GILBERT 3,021,423

BROKEN RAILWAY WHEEL FLANGE DETECTORS PB N8 3577 C L a 59? IN V EN TOR.

Clzabnens W c'lbel' BY wpsac HTS HITOHIVEY Feb. 13, 1962 c. w. GILBERT3,021,423

BROKEN RAILWAY WHEEL FLANGE DETECTORS Filed May 13, 1957 2 Sheets-Sheet2 mmvroa Chabzzeps WT qc'be BY a), L .M.

H15 ATTORNZI United States Patent Ofiflce 3,021,423 Patented Feb. 13, 19 62 3,021,423 BROKEN RAILWAY WHEEL FLANGE DETECTORS Chalmers W.Gilbert, Penn Township, Allegheny County,

Pa., assiguor to Westinghouse Air Brake Company,

Wilmerding, Pa., a corporation of Pennsylvania Filed May 13, 1957, Ser.No. 658,694

' 6 Claims. (Cl. 246-169) My invention relates to broken railway wheelflange detectors, and particularly to an arrangement whereby thedetection of broken flanges is based on the closed circuit principlerather than the open circuit principle.

Heretofore the operation of broken railway wheel flange detectors hasbeen based on the principle of closing an electrical circuit forindication purposes, when a wheel with a broken flange is in a brokenflange detector section provided along a length of railway rail. This isthe so-called open circuit principle. My invention covers a method basedon the so-called closed circuit principle wherein the presence of aWheel with a broken flange in a broken flange detector section providedalong a length of running rail will cause deenergization of a normallyenergized indication circuit.

The advantages of signaling systems based on the closed circuitprinciple has long been recognized in the art of railway signaling. opencircuit scheme the failure of any of the associated apparatus, such as abroken wire, a low potential battery, corroded contacts, etc., willcause the system not to function and fail to indicate the properintelligence to the system. Failures, such as stated above, in systemsusing a normally closed circuit scheme will cause indication to be givenand the failure of the apparatus will be recognized at a much earliertime. In other words, in open circuit systems, a broken flange detectorsystem could be inoperative due to apparatus defects and the failure maynot be discovered for a considerable time, the inoperation of the systembeing considered as the absence of broken wheel flanges. In the secondor closed circuit system apparatus defects would cause an indication tobe given and the continuance of the indication would serve to indicatedefective detector apparatus rather than broken wheel flanges, and thefailure of the system will be more readily recognized.

Another advantage of my detector arrangement is that there need be noelectrical contact between the wheels of the railway cars or rollingstock and the apparatus of my system. This advantage is readilyrecognizable, as little dependance can be placed on an electricalcircuit to be momentarily closed between a contact point and a railwaycar wheel, the latter being perhaps rusty, coated with .a film of oil orgrease or otherwise dirty.

A further advantage of my invention is that the electrical contacts ofmy apparatus being normally closed there is less opportunity forcorrosion to form on these contacts and prevent the completion of theelectrical circuits.

Accordingly, one object of my invention is to provide a broken wheelflange detector system based on the closed circuit principle. This isaccomplished by the use of a series electrical circuit through normallyclosed contacts on a plurality of flange detectors located within asection of railway track; and so arranged that the presence of a wheelwith a broken flange in said track section will open the serieselectrical circuit to actuate certain indicating apparatus.

Other objects, advantages, and characteristic features of my inventionwill become apparent as the description proceeds.

I shall describe two forms of apparatus embodying my In any system usinga normally invention, and shall then point out the novel featuresthereof in claims.

In the accompanying drawings:

FIG. 1 is a plan view of a section of railway track showing a length ofone of the rails equipped with a series of my broken wheel flangedetector devices. 7

FIG. 2 is an enlarged sectional view of the track rail taken on the line11-11 of FIG. 1 showing the presence of an undamaged railway car wheelin the detector section of rail of FIG. 1 and the arrangement of mybroken flange detection apparatus.

FIG. 3 is an enlarged sectional view similar to FIG. 2 showing amodified form of my broken Wheel flange detection apparatus.

Similar reference characters refer to similar parts in each of theviews.

Referring first to FIG. 1, the reference characters 1 and 2 designatethe rails of a section of railway track. Reference characters 4 through23 designate individual broken wheel flange detectors mounted on theinside of the rail 1 as closely to each other as possible without anyinterference of operation between the individual detectors. Forconvenience I have shown only twenty-five such detectors but it shouldbe understood that the series of detectors should be of a sufficientnumber to extend for a distance along rail 1 equal to the circumferenceof the largest wheel of the rolling stock to pass over the track sectionand whose wheels it is desired to check.

Along the other running rail, directly opposite the series of detectors,would be mounted a guard rail to assure proper transverse location ofthe wheels with respect to the flange detectors. The guard rail isdesignated by reference character 3.

It will be understood that another group of detectors would be installedalong rail 2 for detection of broken flanges on wheels running on thatrail but cannot be directly opposite the first group due to thenecessity of the guard rail. This second group of detectors is not shownin the drawings as it would be a completely independent installation.

Each individual broken wheel flange detector 4 through 28 is connectedto the next one in a series electrical cir- 'cuit so that the entiregroup of detectors form a continuous series circuit. Thisarrangementwill be further clarified as my description progresses.

The reference character R designates a two-position relay which may beof any type desired. Reference PB designates a spring'return push buttoncircuit controller which also may be of any desired type and which isequipped with a normally open contact c. Reference characters GKE andRKE designate green and red indication lamps respectively.

Energy for the operation of the apparatus is furnished by a suitablesource of control current, this power source being preferably a batteryof proper voltage and capacity but for the sake of simplicity this powersource is not shown in the drawings, its positive and negative terminalsbeing identified by conventional reference characters B and N,respectively.

Referring now to FIG. 2, I have here shown the detail construction ofthe flange detector 4 illustrated in FIG. 1. As here illustrated, thereference characters 50 and 51 designate two electrically conductivecontact springs mounted one above the other as shown and which areelectrically insulated at one end from electrical contact with eachother by a piece of insulating material designated by referencecharacter 52. The lower contact spring 51 is also electrically insulatedfrom its mounting M by a piece of insulating material 53. The method ofmounting the individual detectors is not shown as it does not constitutepart of my invention and any convenient method of supporting thedetectors can be used.

7 n th t p of er end of u pe nt ctspr is mounted a pad 54 upon which itis intended that the railway wheel flanges should ride to depress thespring. This pad is made of some form of electrically insulatingmaterial to prevent electrical contact between the wheel flanges and thecontact spring. 7 ,The rail end of lower contact spring 51 extendsslightly beyond the'rail end of upper contact spring 50 and curvesabruptly in an upward direction'so as to produce a finger orfeelersection F. v This finger extends at such an angle as to extend behindthe railway wheel flanges and come as. close as possible to the railwaywheel rims without actually makingphysical contact therewith.

On the lower part of the rail end of upper contact spring 50 and theupper part of the rail end of lower contact spring 51 are mountedcontact points 55 and 56 respectively. These contact points are attachedto the individual contact springs in such a manner as to ensure a thatelectrical contact with each other is provided by the inherentresiliency of the contact springs.

To the mounting end of the contact springs 50 and 51 is shown connectedwires W1 and W2 respectively. These wires are connected to the contactsprings in such a manner as to ensure a reliable electrical connection.7 V v I It is apparent that due to the initial adjustment of the contactsprings 50 and 51, contact points 55'and56 are closed whenthere is norailway car wheel onthe rail ad'- ja'cen t' the individual detector. Aclosed electrical circhit can, therefore, be made fromwife W1 throughcontact spring 50, contact point 55, contact point 56, conspring 51 towire W2. ltis also apparent that the presence of, a railway car wheelwith an unbroken flange would cause a depression of contact spring 50 bythe flange riding onthe' insulating pad 54, the contact points 55 and 56would be kept in a closed position and the'ele'c trical circuitsdescribed would be maintained. However, the presence 'of a wheel with apiece of'flan'ge broken out at the point where the wheel passes over thedetector would fail to depress, contact spring 50 but the upturnedfinger F of contact spring 51 would contact the. rim of the wheel and bedepressed, and the contact points 55 and 56 would therefore be separatedor open to break the described electrical circuit. I V

Referring now to FIG. 3, in the modified form of de? tector hereillustrated, references 50, 51,52, 53, W1, W2, F and M designateidentical parts referred to in' FI G. 2'tl1'e only difference beinginthe location where newbies, W1 are connected. The same referencedesignations are used for these'wires in both FIGS. 2' and 3 so. thateither detailed modification of individual detector appsratus canreadily heap plied re them-awn; of FIG. 1, Reference character 58in FIG.3 corresponds to i ence character 54 of FIG. 2 but'in FIG. 3 a hardenedsteel block or pad is preferably used for reference 58 to withstandtheabrasion causedby physicalcfontact with the wheel flang s pr nae aiiwsyrolling stock. on the lower side "of contact spring 50 in FIG. 3 isattached a stud 59 whicli'ni'akes physical contact a plunger of actuatorP be a switch 3. The switch S is, a short 's'trb'k switch (commerciallyknown as a niici-oswit'ch) of a type which has .a normally open contact,that is, its plunger P must be depressed against internal spring pres--s ure to close the contact of the switch. The contact sp ings 50 and 51are so stressed that stud 59 is forced against the plunger P withsuflicient pressure to overcome the pressure of the internal spring ofthe switch S so that contactwill be held normally closed to complete anelectrical circuit. The wires W1 and W2 are connected l0 each side ofthe contact ofthe switch S and a closed electrical circuit can be madefrom wire W1 through the closed contact of switch S to wire W2.

It can beseen that the apparatus of FIG. 3 .operates similarly to thatof FIG. 2, that is, the absence of a wheel 4. or the presence of a wheelwith an unbroken flange would keep plunger P depressed and maintain anelectrical circuit through the contact of switch S, from wire W1 to wireW2. However, the presence of a wheel with a broken flange would causedepression of contact spring 51 but not contact spring 50, the plungerI? would be forced upward by the internal spring pressure of the switchS and the contact of the switch would open to break the electricalcircuit from wire W1 to wire W2.

Referring again to FIG. .1, under normalconditions, that is, with norailway car wheel in the detector track section or with a car wheel withan unbroken flange in the detector section an'electn'cal circuit iscompleted to retain indication relay R energized over a circuit whichmay be traced from terminal B of the source through wire W1 connected toindividual detector reference 4 and, assuming that detectors as shown inFIG. 2 are being used, contactor spring 50 of detector 4, contact point55, contact point 56, contact spring 51, wire W2 of detector 4, wire W1of detector 5, contactor spring 50 of detector 5, contact point 55,contact point 56, contact spring 51, wire W2 of detector 5, wire W1 ofdetector 6, contact spring 59 of detector 6, contact point 55, contactpoint 56, Contact spring 51, wire W2 of detector 6, and so forth throughthe entire series of detectors to wire W2 of the last of the series(here shown as reference 28), wire 85, front contact a of relay R, wire86, wire 87, winding of relay R, and wire 88 to terminal N of thesource. It is thus apparent that relay R is normally held in theenergized position over a stick circuit including its own front contacta. a

With relay R in the energized position, acircuit is completed toilluminate the green indication lamp GKE. This circuit may be tracedfrom terminal B of the source through Wire 99, the front point ofcontact 6 of relay R, wire fl, lamp GKE, and wire 93 to terminal N ofthe Source. Lamp GKE being illuminated serves to indicate the presenceof no wheels with broken flanges in the detector. section of rail. IAssuming that a wheel with a piece broken from its flange enters thedetector section, the circuit to relay R described above will be openedwhen the location of the broken flange reaches detection position intheseries of detectors, that is,when this point on the wheel is riding onthe rail. A's heretofore described the rim of the wheel as shown inFIG.2 will cause depression of contact spring 51 by physical contact withupturned finger F but no depression of contact spring 50 will be causedas the piece of flange that should come into contact with pad 54 ismissing from the wheel. The depression of contact spring 51 willseparate contact point 56 from contact point 55 and open the energizingcircuit to relay R. Deenergization of relay R will cause the front pointof contact 5 of that relay to open extinguishing the green indicationlamp GKE and cause the back point of contact b to close to complete acircuit to the red indication lamp RKE to give a broken flangeindication. This latter circuit may be traced from terminal B of thesource through wire 90, the back point of contact b of relay R, wire 92,red indication lamp RKE, and wire 94 to terminal B of the source.Deenergization of relay R also opens the stick circuit through its ownfront contact a and relay R will remain in the deenergizcd positionafter the broken flange is no longer in the detecting position and untilpush button controller PB is operated to reenergiz'e relay R. This typeof operation will insure that the railway operator or the responsiblepersonnel will have knowledge of the wheel with a broken flange. Thecircuit for reenergization of relay R may be traced from terminal B ofthe source through wire W1, the entire series of detectors 4 through 28,wire W2, wire 89, back contact c of push button controller PB, wire 37and to winding of relay R to terminal N of the source. The depression ofbutton PB will reenergize relay R to thereby reestablish the stickcircuit over its own contact a, and thus extinguish the indication lampRKE and illuminate lamp GKE. The circuits are then again in the normalposition.

The circuits of FIG. 1 using the individual detector apparatus as shownin FIG. 3 would, of course operate in the identical manner as thatdescribed using detector apparatus of FIG. 2, except the presence of awheel with a broken flange in the detector section would cause theenergizing circuit for relay R to be opened by the contact of themicroswitch S.

From this description it is apparent that with apparatus of my inventionarranged as shown in FIG. 1 of the drawings a system, based on theclosed circuit principle, for detection of broken flanges on the wheelsof railway rolling stock is provided.

Although I have herein shown and described only two forms of apparatusembodying my invention, it is understood that various changes andmodifications may be made therein within the scope of the appendedclaims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

l. A mechanically actuated railway car wheel broken flange detectorcomprising a first contact spring located adjacent a rail within asection of railway track in the path of a railway car wheel traversingthe rail so as to be depressed by the flange of the railway car wheel; asecond contact spring mounted below and extending beyond, up and behindsaid first contact spring and arranged so as at times to be depressed bysaid first contact spring and at times to be depressed by the rim of arailway car wheel; and a normally closed electrical contact maintainedin said closed position when said second contact spring is depressed bysaid first contact spring, and permitted to open when said secondcontact spring only is depressed by the rim of a railway car wheel.

2. A mechanically actuated railway car wheel broken flange detectorcomprising a first contact spring and a second contact spring, saidfirst contact spring being located adjacent a rail Within a section ofrailway track in the path of a railway car wheel traversing the rail soas to be depressed by the railway car wheel flange and said secondcontact spring being so located in relationship to said first contactspring as to be depressed at times by said first contact spring and attimes by a railway car wheel rim; and a normally closed electricalcontact maintained closed when said second contact spring is depressedby said first contact spring and open when said second contact springonly is depressed by a railway car wheel rim.

3. A mechanically actuated broken railway wheel flange detectorcomprising first and second contact springs; said contact springs beingso located adjacent a rail within a section of railway track in the pathof a railway car wheel traversing the rail that a wheel having a normalflange adjacent said detector depresses said first contact spring andsaid first contact spring depresses said second contact spring, and awheel with a piece broken from its flange directly opposite saiddetector depresses only said second contact spring; and a normallyclosed electrical contact opened when said second contact spring only isdepressed.

4. Apparatus for the detection of broken flanges of wheels having rimstraversing a rail, said apparatus comprising a first means for detectinga flange of a wheel, a

second means for detecting the rim of said wheel simultaneously, a thirdmeans controlled by said flange detecting means for controlling said rimdetecting means, and indication circuit means controlled by said thirdmeans for controlling said indication circuit means when a wheel passeshaving a broken flange.

5. A detector for a broken flange of a wheel having a rim which rests ona rail and a flange, said detector comprising a mounting of insulatingmaterial, a pair of spaced electrically conducting contact springsfastened at one end to said mounting, a pair of contacts fixed to thespaced contact springs at their ends opposite the mounting and biased ina normally closed position bridging the spacing between the springs, anindication circuit connected in series with said contacts and springs, apad fixed on the end of one of the springs in the path of travel of thewheel flange and depressed thereby, the depression of the pad forcingboth springs in one direction as a unit and maintaining the contactsclosed, and a finger on the other spring extending to a point adjacentthe rim of the wheel and biased out of contact with the rim by thepressure of a flange on the pad of the spring, the finger being locatedin the path of travel of the rim of a wheel and depressed thereby toopen the contacts in the absence of a flange simultaneously in contactwith the pad.

6. A detector for a broken flange of a wheel having a. rim which restson a rail and a flange, said detector comprising a mounting, a pair ofspaced springs fastened at one end to the mounting, an electrical switchhaving a mechanical bias to an open-circuit condition and mounted on oneof said springs, said switch including an actuator, a stud mounted onthe other of said springs in the space between the springs to pressagainst the actuator of the switch to maintain it in a closed-circuitcondition against said mechanical bias, an indication circuit connectedto said switch, a pad fixed on the end of said other spring in the pathof travel of the wheel flange and depressed thereby, and a finger onsaid one spring extending to a point adjacent the rim of the wheel andbiased out of contact with the rim by the pressure of the flange on thepad of said other spring through the stud and switch actuator, thepresence of a rim without a flange depressing the finger and separatingthe contact between the stud and the switch actuator to open the switch.

FOREIGN PATENTS reat Britain Nov. 12, 1931 Great Britain Dec. 18, 1945OTHER REFERENCES The Railway Gazette for April 5, 1957, page 388,

